Railway signaling system



April 14, 1925. 1,533,357

F. BENEDICT RAILWAY SIGNALING SYSTEM Original Filed Nov. 18, 1922 u all) 4.

G NO 014013,

Patented Apr. 14, 1925.

UNITED STATES PATENT (JFFMC.

FRANK BENEDICT, F PHILADELPHIA, PENNSYLVANIA, ASSIG-NO'R TO GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

RAILWAY SIGNALING SYSTEM.

Application filed November 18, 1922, Serial N0. 601,835. Renewed March 5, 1925.

To all whom 2'25 may concern:

Be it known that I, FRANK BENEDICT, a Y citizen of the United States of America, re-

siding at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Im- 1 provements in Railway Signaling Systems, of which the following is a specification.

This invention relates to railway signaling systems of the semaphore type.

. In certain types of railway semaphore signals operated by electric motors, the current for unlocking the signal lever, or for giving a visual signal, is obtained by dynamicaction due to the inertia of the motor after the movement of the signal has been completed. If an electrically operated signal of thistype is used as a semi-automatic signal, that is, is operated manually subject to automatic control, it is quite possible for the signal to be moved to the danger position automatically at a time when the tower attendant doesv not have his signal lever in a position so that it may be unlocked by the dynamic indication current generated by the motor, thus causing failure of unlocking by indication current at a time when the signal lever is moved by such attendant and when unlocking is entirely safe and proper. In order to be able to get this dynamic indica tion some time after the signal has actually reached such danger position, as, forinstance, when the signal has been automatically operated to the danger position, and some time thereafter the tower attendant wishes to move the signal lever to the full normal position, probably to unlock a conflicting lever, aspecial semi-automatic sig nal has been developed in which the dynamic indication current is obtained by the operation of the motor acting as a generator, due to the action of a spring, after the semafliore has assumed its stop position.

Asmore clearly appears hereinafter, and as well known by those skilled in the art, the operating circuits forsigna-ls are often taken through switch box or point detector circuit closers orcontacts, and the like, so i as to prevent the clearing of a signal under danger traffic conditions, and to serve as a check on the usual mechanical interlocking mechanism.

The present invention relates more particularly to a semi-automatic signaling system of the type just referred to, and contemplates the provision of means whereby dynamic indication current may be obtained providing the signal is in the danger position, regardless of whether the switch point detector contacts in the motor circuit are open or closed; and more specifically comprises in combination the provision of a circuit closer operated by the signal motor, and closed only when the motor is between the danger and the -4@0 degree position of the signal mechanism, and which is connected in multiple with the switch point detector or other interlocking circuit closers.

Other objects, purposes and characteris tic features of the invention will appear as the description thereof progresses.

In describing the invention in detail, reference will be had to the accompanying drawing, which illustrates a simplified semiautomatic signal system in a conventional manner, the essential parts forming a part of the combination embodying the present invention only being illustrated.

In describing the embodiment of the in vention illustrated, the several devices will first be separately described, after which the manner in which they cooperate and that portion of the operation to which the present invention mainly relates will be described.

In the dotted rectangle has been illus trated that portion of the semi-automatic signaling system which is located in the tower. A signal lever Lfor electrically controlling the signal S is shown in a conventional manner connected by a rod 1 to the movable contacts 2 and 3 which are insulated from each other and from the rod by insulation 4. This signal lever L has three operative positions, namely, the full normal position as shown in the drawings at which position the contact 3 bridges spring contacts 5 and 6, and in which the mechanical interlocking tappet 11 is in its lower position, the half normal position showing the movable contacts in dotted lines at which position the stationary contacts 5 and (3 are also bridged but the tappct 11 is in its intermediate position, and the abnormal or reversed position at which the movable contact 3 bridges stationary contacts 7 and and the movable contact 2 bridges the stationary contacts 9 and 10. This signal lever L and its associated parts is a portion of a well-known dynamic indication interlocking system, and therefore will not'be described in detail. It may, however, be stated that the coils l5 and armature 16 are parts of an indication magnet IM, which in connection with the detent 19 is adapted: to release the lock dog 17 from the locking shoulder 18 of the lever L, that is, the detent l9 and lock dog 17 cooperate to lock the lever in the half normal or dotted position illustrated unless an indication current is received with the lever in this position. If a momentary flow ofcurrent is present with the lever in the half normal position, the armature 16 will be attracted to move the detent 19 from under the lock dog 17 whereby the spring 20 will move the lockdog 17 to its ineffective position, thus enabling the tower attendant to move the lever L'to the normal position, and in turn unlock certain other conflicting levers.

Another element of the apparatus located .111 the tower comprises the cross protection relay CR. This relay is unimportant as far as the present invention is concerned, and has merely been shown becauseit is a part of each electrically controlled traffic controlling device of the particular system shown. It is believed suflicient to state that this relay CR will open and remain in this position until manually closed if a momentary flow ofcurrent takes places in one direction through the coil 21.

In the right hand lower corner of the drawings has been illustrated conventionally the mechanism of a signal S. This signal includes a semaphore blade 24 connected to the spectacle 25 normally resting against a stop 26, and pivotally supported on a shaft 27. The shaft 27 is provided with a cross pin 28 adapted to engage a lug 29 extending from the spectacle 25 when this shaft is rotated in a clockwise direction, and after it has moved through an angle of substantially 40 degrees. A gear sector 30 is keyed to the shaft 27 and is in operating engagement with a pinion 31 keyed' to the shaft 32, this latter shaft being driven through a suitable train of gears by the motor M. This gear sector 30, and also the motor M through the train of gears, is biased to the position shown in. the drawings by a spring device, comprising springs 33 and 34 connected to the lever arm 35 pivoted on a pin 36, the spring 33 having its one end fastened to a stationary pin 37 and the spring 34- engaging a hook 38- pivotally fastened to the gear sector 30. This peculiar spring construction is used in order to economize in space and to simplify the construction of the casing for housing this mechanism.

" The motor M is of the ser'es type and includes a field winding 40. In order to maintain the signal in a predetermined position after having been moved to this position by the motor M, a suitable holdclear device has been provided of which the winding 41 only has been illustrated. This hold-clear device may take any one of the various forms used in practice and serves as a brake for holding the motor and signal in such a predetermined position.

The circuit closers C C and C are each operatively connected to the shaft 27 of the signal mechanism, and are all shown in the 40 degree position of the slgnal mechanism. It should be noted that when the motor M is energized to drive the shaft 27 in the clockwise direction that the free movement of this shaft through an angle of substantially 41-0 degrees does not operate the se1'i'1aphore'24, but tensions the spring 33 and 34 to an extent that the hooked arm 38 bears against the shaft 27, so that fur ther rotation of the shaft in the clockwise direction adds very little tension to these springs. This peculiar arrangement of the spring mechanism has been provided so that the main energy stored in the springs upon return movement of the signal mechanism will be released after the signal mech anism passes the zero position, that is, the position at which the cross pin 28 in the shaft 27 disengages the lug 29 of the spectacle 25.

In order to illustrate one application of this invention, a section of railway track including the block I and the adjacent ends of the blocks H and J have been shown. In connection with this straight section of main track has been shown a conflicting route comprising thesiding or turnout K. The two sections of the block I are provided with track batteries at? and 47 respectively at one end thereof and track relays 48 and 48 at the other end to form the usual closed track circuits.

The relays 4'8 and 48 are provided with contacts 49 and 49 which are connected in series to one terminal 13 of a suitable source of energy, such as a battery, through the winding of the home relay It to a common return wire C connected to the other terminal of said source. This home relay R is provided with front contacts 50 and 51'. A distant relay I) is provided which is energized when the home relay It is encrgized and the signal at the entrance of block J is in the clear position, as clearly indicated in the drawings. This distant relay D is provided with a front contact 52. The switch 53 forming part of the siding has been shown conventionally and may be either manually or power operated. This switch 53" is provided with a switch point detector shown conventionally and including a contact 56 which is closed when the track switch 53 is closed.

I Operata'0aln order to illustrate how the h me r yfl a d the d t nt re y D may battery 55 through the contacts 7, 3 and 8,

through the indication circuit wire IlV through the degree to zero degree contact of the circuit controller C through the motor M. back through the common wire 'ClV to the battery 55, thereby operating the motor to the zero position, thus tensioning the springs 33 and 34.

, After the signal has reached the zero position, it will be further actuated to the degree position through the 45 degree circuit, which includes contacts 9, 2 and 10 of the switch lever, front contact 51 of the home relay R, 45 degree circuit wire 45 degree, and zero to 45 degree contact of the circuit controller C thus causing the motor to be operated to the 45 degree position, carrying with it the semaphore 24 to this; position. Then this position of the signal and circuit controller C has been reached, the movable blade of the circuit controller C comes into contact with the next segment,

thereby completing the 90 degree circuit which includes contacts 9, 2 and 7100f the signal lever L, front contact 51 of the home 'frelay R, front contact 52 of the distant relay D, 90 degree wire 90 degree, 45 to 90 degree contact of the circuit controller (l thereby completing the movement of the signal to the vertical, or clear, position.

The operation'of the signal to the 45 degree and then to the 90 degree position, as just described. makes it clear that if the distant relay D should be deenergized for any reason that the signal, due to the bias of the springs '83 and 34 and due to the weight of the semaphore 24 and spectacle 2o, will cause it to be actuated to the 45 degree position because the 90 degree operating circuit has been interrupted at the front contact 52 of this distant relay D.

The semaphore 24 will be held in this the 45 degree position, because the 45 degree "holding contact oil the circuit controller C is energized, thereby causing current to How through the winding 41 of the holdclear device through the following circuit :l3eginn1ng at the battery through contacts 9, 2 and 10, front contact 51 of the home relay R, the 45 degree wire 45,

45 degree contact of the hold-clear circuit closer C winding 41 of the hold clear device, through motor M back through the of a train in either of the sections of the block I, will cause the signal to move to zero, due to interruption of both the zero to 45 degree circuit and the zero to 90 degree circuit because oi. the dropping of the front contact 51 of this home relay It.

In order to bring out the function and purpose of the circuit controller C, which only closes a shunt around the switch detector contact 56, or similar contacts, while the signal mechanism is between the zero and 4() degree position, let us assume that the lever L is moved to the extreme left hand or reverse position, and that the signal S assumes the vertical position for reasons heretofore explained.

Let us further assume that the home relay R has thereafter been deei'iergized, thus causing the signal to be actuated to the zero position. Let us further assume that the switch detector contact 56 mechanically connected to the switch 53 is open, either because it improperly adjusted, the wires connected thereto are broken, or because the switch 53 is open, or the like. It the tower attendant now wishes to move his lever L to the full normal position as shown in the drawings, he may move it toward the dotted position without any interference. At this, the dotted position, however, he will find the lever locked until an iudica tion current through the indication magnet 1M is received. The movement of the signal lever L from the reverse position breaks the circuit from the battery 55 through contacts 7, 3 and 8, through the zero degree holding contact of the circuit controller C This causes deenergization of the holdclear winding 41, thereby allowing the springs 33 and 34 to actuate the motor M to the 40 degree position. This driving of the motor in the reverse direction causes it to act as a generator, thus generating a current flowing through the field winding of the circuit controller C through the in dication wire UV, through contacts 5. 3 and 6 of the signal lever L, through the indication magnet 1M. through the winding 21 of the cross protection relay (JR, common return wire (llV, through the circuit controller C (the switch point detector contact 56 being open) back to the motor M. This [low of current through the indication magnet 1Mcauses trippingof the detent 19, thus allowing the lock dog to be retracted, and allowing the tower attendant to complete the movement of the lever L to its full normal position, whereby other conflicting levers may be unlocked.

In reviewing the operation just described, it should especially be noted that it would have been impossible for an indication cur rent to be received had the circuit controller C been omitted-from this signaling system, because the dropping of the relay lit would have allowed the signal mechanism. to run clear down to the 40 degree posi tion, with the lever L still in the reverse position, under the assumption that the switch 56. is open due to any one of the causes heretofore mentioned. l'Vith the signal mechanism run down to the l degree position automatically, subsequent manual movement of the lever L to the half normal or dottedposition could not cause further operation of this motor for in turn generating an indication current; and therefore the signal lever L would be locked in this, the-half normal position, even though the signal is in the danger position and the lever could be unlocked at this tion and forms a shunt around the switch detector contact 56, thus allows the signal lever L to be unlocked, even though this switch, detector contact 56 is open. This feature in a system, such as illustrated, is very desirable, in that, a considerable delay in traflic might be experienced because of the inability to move a signal lever to the full normal position when it is entirely proper to do so, because other conflicting levers which now could be unlocked would be held in the locked position.

Having thus shown and described a single application of they present invention, it should be understood that the invention may be applied in various other systems by making certain alterations and adaptations, and without departingfrom the spirit and scope of this invention.

lVhat is desired to be secured by Letters Patent of the United States, is I 1. In a semi-automatic signaling system of the type described including an electric motor and operating circuits therefor, the combination of a track switch operated circuit controller having a contact included in one of said circuits, and means operated automatically by said signal for establishing a shunt for said contact in one indicating position of saidsignal.

2. A semaphore signal operating mechanism inch-uling an electric operating circuits therefor, a controlling lever for said signal, said mechanism operating to generate an indication current dynamically to unlock the lever provided it is inthe proper position and the semaphore assumes the horizontal stop position, a switch circuit controller included in one of said circuits, and mean-s operated by said signal for establishing ashunt for said contact when said semaphore is in the stop position.

in semi-a t matic sign l ng y m motor and nism when controlled to assume a more cautious indicating position driving the motor backwards and thereby generating an indication current dynamically after the semaphore has assumed'the stop position providing said lever is in the proper posi tion, one of said circuits if energized allowing the motor to run to the danger posit-ion only, a switch operated circuit controller contact in said circuit, and means for establishing a shunt for said contact when said semaphore is in the stop position.

5. A semi-automatic semaphore signal operating mechanism including an electric motor and operating circuit-s therefor, a manually operable lever and traflic controlled devices for controlling said signal, said mechanism under certain conditions being adapted to drive the motor backwards and thereby generate an indication current dynamically after the semaphore has assumed the stop position providing the lever is in the proper position, a switch circuit controller contact in one of said circuits, and means for establishing a shunt for said contact in one indicating position of said semaphore.

6. A semiautomatic semaphore signal operating mechanism including an electric motor and operating circuits therefor, a manually operable lever and trafiic con trolled devices for controlling said signal, said mechanismv being adapted to drive the motor and thereby generate an indication current dynamically after the semaphore has assumed the stop position providing the lever is in. the proper position, one of said circults being man'itained energized when the semaphore is operated to the danger position automatically but is opened when operated to this position manually, a switch circuit controller contact in said circuit, and means for establishing a shunt for said contact in the danger indicating position of said semaphore.

7. A semi-automatic semaphore signal operating and controlling mechanism comprising, an electric motor and operating circuits therefor, meansffor biasing said motor toward and beyond the extreme .operabIe lever and traflic controlled devices "for controlling said signal, said mechanism being constructed to cause the motor to generate a current in an indication circuit When driven by said biasing means below the danger position providing the lever is in the proper position and to stop the motor at the danger position ii the lever is not in the proper position, a switch circuit controller contact in the indication circuit, and means governed by said mechanism forestablishing a shunt for saideontact when said motor is below the danger position of said semaphore.

In testimony whereof I hereby aflix my signature,

FRANK BENEDICT. 

